Ship hull construction



y 1939- L. R. BESTER 2,158,214

SHIP HULL CONSTRUCTION Filedoct. 21, 1 9 36 7 Sheets-Sheet 1 INVENTOR.

LFONARDRBESTER ATTORNEY.

May 16, 1939. L BE TER I 2,158,214

\ SHIP HULL CONSTRUCTION Filed Oct. 21, 1936 7 Sheets-Sheet 2 Y INVENTOR. BY LEONARD R. BFSTER ATTORNEY.

May 16, l939.- R. B-ESTER SHIP HULL CONSTRUCTION 7 Sheets-Sheet s INVENTOR. LEONARD RBZSTER Filed Oct. 21, 1936 BYA ATTORNEY.

y 6, 1939. L. R. BESTER 2,158,214

SHIP HULL CONSTRUCTION Filed Oct. 21, 1936 7 tS-$heet 4 INVENT OR.

50m 1513mm BY A y 6, 1939. L. R. BE'STER 2,158,214

' SHIP HULL CONSTRUCTION I 7 Filed Oct 21, 1936 7 Sheets-Sheet 5 E i; 52 il- INVENTOR.

LEONARD R. BESTER ATTORNEY.

L. R. BESTER May 16, 1939.

SHIP HULL CONSTRUCTION Filed Oct 21, 1936 7 Sheets-Sheet 6 INVENTOR ATTORNEY.

BY LEOMARDRBESTER y 14939- I I L. R. BESTER 2,158,214

,SHIP HULL CONSTRUCTION Filed 001;. 21, 19:56 1 7 Sheets-Sheet 7 INVENTOR.

BY LEONARDRBESTER.

ATTORNEY.

Patented May 16, 1939 UNITED STATES.

PATENT OFFICE SHIP HULL CONSTRUCTION Leonard R. Bester,

staten'lsland, N. Y.'

10 Claims.

This invention is directed to ship construction, more particularly to the construction of the framework or hull of vessels of various types.

It has been the practice in the making of steel vessels such as are commonly used, to provide framework consisting essentially of transverse web frames coupled with longitudinal members, whereby to give form and rigidity to the vessel. Even where the vessels were oval or cylindrical in general cross-section, the framing invariably embodied straight pieces. This type of construction had the considerable disadvantage that it was quite heavy and it was not possible to attain any great amount of saving in weight by variations in the arrangement and size of the several frame members. It was also impossible in such construction to reduce the labor cost in the building there of and also to reduce the cost of propulsion or materially increase the speed of the vessel without overstraining the hull structure.

Th present invention is designed to obviate the disadvantages inherent in prior structures of this type and to provide a construction ofthe framework of ships which will give a much lighter construction with adequate strength against various stresses to which the ship is subjected.

It is among the objects of the invention to provide a construction giving a great strength transversely, making it possible to use lighter plating, requiring less power to attain any desired speed, and requiring less labor and material in the construction thereof.

It is a further object of the invention to so de sign the framework and the hull structure as to render the same more suitable than prior structures for electric welding and the like, with a greater degree of safety and reliability than has been possible heretofore.

It is a still further object of the present invention to provide a form of ship such as toreduce the wetted surface to a minimum, to reduce the head and wave resistance, and to diminish the stern wave formation by allowing a freer flow of water at the undersides of the hull.

In practicing my invention, I provide a frame structure generally similar to that heretofore used, but with several important difierences. The transverse or web frames are constructed so that the outer faces thereof, particularly at the principal cross-sections of the vessel, are formed in curves. The principal curve is'that of a master circle, the center of which is approximately at the longitudinal center of the vessel and at or somewhat above the water-line thereof. The web frame is constructed so that the principal portion thereof at and below the water-line follows the lines'of said master circle. The remainder of theweb frame is also made on curved lines which bear a definite and pre-determined ratio to the master diameter.

In addition, my invention contemplates the provision of longitudinal members, which are curved in contrast to the straight longitudinals heretofore used. Generally, Iprovide one or perhaps more straight longitudinals at or about the water line, of the vessel. Above the water line, the primary longitudinals are curved upwardly, i. e., they are convex and generally run from stem to stern of the vessel, being closely adjacent to each other at the two ends of said vessel, The primary longitudinals below the water line curve downwardly, i. e., they are concave, and they run similar to the ends of the vessel, In many cases, itis desirable to taper the longitudinals to the ends so that the portions amidships are of heavier construction than those towards either end of the vessel.

Secondary curved longitudinals may be provided near the deck and keel portions at the stem and stern of the vessel, those secondary longitudinals which are atjthedeck having one end secured to the deck stringer. I may also provide auxiliary longitudinal members at the central portion of the vessel curvedin a manner similar to. the longitudinals above described, but having a greater curvature, i. e., being formed on a smaller diameter. 1

My invention also contemplates the formation of the webframes with recess portions such that the longitudinal members may fit into the same and thus facilitate the welding thereof in place. This .provides a structurein which the outer face of the frame is substantially smooth and allows the plating to be secured thereto without undue effort or .cost. H

In the accompanying drawings, constituting a part hereof, and in which'like reference characters indicate like parts,

Fig. 1 is a diagrammatic view showing the principles on which the web frames are formed;

Fig 2 is a transverse, cross-sectional view in perspective of a ship hull, showing the location of the web frames and curved longitudinals;

Fig. 3 is a fragmentary view showing a portion of a web frame and the provision of a deck corner to eliminate a curved side portion of the deck;

Fig. 4 isv a view similar to Fig. 1, showing slightly modified forms of construction;

Fig." 5 is a view similar to Fig.- 2, showing the location of web frames made in accordance with the modification of Fig. 4;

Fig. 6 is a view similar to Fig. 3 of modified form and showing a deck corner;

Fig. 7 is a view similar to Fig. 1, showing two further modifications of the principles involved;

Fig. 8 is a view similar to Fig. 2 of the modifications shown in Fig. 7;

Fig. 9 is a fragmentary view of the further modification showing a deck corner;

Fig. 10 is an enlarged fragmentary side view of a portion of the hull frame, showing some side plating in place;

Fig. 11 is an enlarged fragmentary cross-sectional view taken along the line I I-I I of Fig. 10

Fig. 12 is a cross-sectional view taken along the line I2-I2 of Fig, 10;

Fig. 13 is a diagrammatic side view of a hull frame showing the approximate location of the web frames and curved longitudinals;

Fig. 14 is an end view showing the arrangementof web frames and longitudinals;

Fig. 15 is a diagrammatic view illustrating the stability of the new form of structure;

Fig, 16 is a plan view of the frame and a vessel,

illustrating the appearance of the longitudinals when viewed from above;

' Fig. 1'? is a diagrammatic view of a vessel made in accordance with the present invention and showing its resistance to wave action;

Fig. 18 is a diagrammatic view of a vessel made in accordance with the known constructions, showing its lack of resistance to wave action;

Fig. 19 is a view similar to Fig. 17; and

Fig. 20 is a view similar to Fig. 18.

In providing the layout for the web frames, there is first provided a horizontal center line '-I and a vertical center line 2, intersecting the same at point 3. Point 3 is generally somewhat above the water line. From the point 3 on a radius 5, which is one-half of the master diameter 6 of the master circle, a circle I is drawn. The principal portions 8 and 9 of the under-water structure are constructed on said circle. On diameter II), of a radius about twice the master diameter and having its center in line 2, there is drawn an arc II of a circle which is to constitute the keel portion of the web frame. are joined by an arc which is tangent to the adjacent arcs and is on a radius I2 from a center I3, said radius being from about to of the master diameter.

In order to form the deck curve of the web frame, a radius I5, the centerof which is on line 2 and having a radius equal to about twice the master diameter, forms an arc I6. The upper sides of the web frame are formed on a radius II, which is twice the master diameter having its center on line I and tangent to the arcs 8 and 9 at about the line I. Said curves are .indicated by numeral I8. Arcs IB'and I8 are joined by arcs 2I, tangent thereto, and formed on a radius I9 having a center 20, said-radius being from about to of the master diameter.

In Fig. 2 I have shown the web frames 22 made in accordance with the principles shown-in Fig. 1, having a lower curved portion 23 and a' flat floor surface 24, leavinga substantial space therebet-ween for the provision of tanks for various purposes. At about the water line is a straight longitudinal 26. Below this longitudinal is a series of longitudinal members 21 curved downwardly, i. e., being concave, and secured tothe web frames. Above longitudinal '26 is a similar series of longitudinal members 28 curved-in the The arcs 8, 9 and II- reverse manner. Cross-members 29 forming part of the web frame, add stiffness thereto and provide the various floors of the vessel. Columns 36 are placed in an intermediate position and serve to strengthen said cross-members. The web frames are provided with cut-out portions 3| on the outer side thereof for the reception of the several longitudinals to give a smooth outer face for the plating 33. An angular member 32 is provided at the upper corners of the web frames so that the deck plating 34 may be extended outwardly and avoid steeply rounded deck edges.

In the modification shown in Fig, 4, there is indicated a somewhat modified form of keel structure, particularly adapted for medium sized vessels. In this construction the curves 8, 9 and I6 and the like are similar to those previously described. In the construction at the right of Fig. 4, an are 31 is drawn on a radius 36 which is equal to the master diameter, the center 35 thereof being to the left of line 2.

Where a greater draft is permissible in a vessel of a medium size, the curve M at the keel may be drawn on a radius '39 equal to the master diameter from a point 38 to the right of line 2 at a point closer to center line I than point 35. The upper sides of such vessels may be drawn on arcs from a radius 40 which is equal to 1 times the master diameter and from a center on line I. In Figs. 5 .and 6 there is shown the web frames 4| and 42 with the columns 44 at an intermediate portion and the cross-members 45 all linked together to give the desired stiffness and strength of frame, which is increased by curved floor plates at the bilge.

7 there'areshown two further modifications of the "lines of the web frames wherein the upper hull structure more nearly conforms to the curvature of the master circle. The curvatures thereof-are quite similar to those shown in Fig. 4 with the differences that the radius 40 is of a length equal to the master diameter and taken from a point on center line I. In addition, the curves joining the keel portion to the principal body portion are taken from centers 46 on a radius tl, which is one-sixth of the master diameter. In Figs. -8 and 9 there is shown constructions made in accordance with the principles of Fig. 7 and also showing super-structure 48 in dotted lines. ,There may be provided deck stringers 19 :at the junctionof curves I6 and 2I for the support of suchsuper-structure and also for tying in with certain of the longitudinal members to :be described below;

In the placing .in .position of the several members, as more particularly shown in Figs. 10, 11 and 12,. the longitudinal members 23, 27 and 28 are introduced into the recesses 3| in web frames 22 and are; welded inposition as shown at 50. The side plates 33 are placed so that the edges thereof are approximately in the center of the outer faces of 'the longitudinal members and the web frames and are welded in place as shown at 50. In many cases, the side plates overlap one or more .of "the longitudinal members or web frames. Y

Additional secondary longitudinal members may be provided as shown more particularly in Figs. 13, 14 and 16. At the forward-portion of the vessel, curved longitudinal members 5i and 52 have their i=nner ends secured. to :the deck stringer 49 and extending outwardly to approximately the bow of the vessel. Towards the rear portion of the vessel, curved secondary longitudi nal member's-53 have theirinner ends secured to the deck stringer-'49 and extending toward the stern of the vessel and havingtheir outer ends secured in appropriate positions. Auxiliary longitudinal members 54 having a greater curvature than the principal longitudinal members are secured to the deck stringer 49 at point 55. Additional auxiliary members 56 secured to the bilge of the vessel extend upwardly meeting members 54 at the straight longitudinal 26. Curved longitudinals 51 and 58 of auxiliary nature are placed similarly to members 54 and 56 respectively. Secondary longitudinal members 59 and 60 along the keel and at the bow and stern, respectively, of the vessel are provided, they being suitably secured in position. These auxiliary and secondary longitudinal members may be used in conjunction with each other or only some of said members may be incorporated into a structure. They are intended to give additional stiffness where such stiffness is desirable due to the particular construction of the vessel and the service it is intended to render.

As a result of a construction of this kind, the vessel has much greater resistance to the ordinary stresses to which it may be subjected due to'wave action. In Fig. 17 I have shown a vessel of the type herein described indicating diagrammatically the bridge 62 and the forward structure 63. Assuming a wave 64 has its crest amidships, it acts as if the vessel were suspended on a fulcrum 65. Due the curved longitudinals 21 and 28, there will be substantially no flexing of the vessel. However, when a vessel of the old type having the straight longitudinal 66, shown in Fig. 18, is subjected to a similar wave, the action is to cause sagging of the vessel at either end. Whereas when the vessel was at rest the lines are indicated by numeral 61, upon being subjected to the wave action, the bow and stern have been depressed to point 68, thus causing a great strain on the vessel and requiring the use of heavy structural work to prevent such distortion.

In Fig. 19 there is illustrated the effect when the trough 69 of the wave is amidships. This acts as if the vessel has been suspended at its ends by fulcrums i0 and H. In the case of the present invention, the longitudinals 21 and 28 prevent any substantial amount of distortion or flexing of the vessel. On the other hand, when the ordinary vessel of approximately the same weight and displacement is subjected to the trough of the wave, there is a flexing in which the lines 12 are distorted as shown at 13.

From the above, it will be seen that due to the particular construction of the hull frame in the present invention, there is provided a structure which has relatively greater strength and resistance to distortion, combined with less metal in the structure than had previously been the case.

Because of the lighter construction for the same I displacements, greater carrying capacity in a herein set forth. One may design the web frames with various curvatures, as indicated herein, and the longitudinal members may also be made curved, as desired. The spacing of the web frames may be considerable, and if desired, intermediate lighter web frames may be introduced at certain portions. Some of the longitudinal members maybe made of straight members placed at an angle and they need not extend substantially the entire length of the vessel. Fromthe above, it will be obvious that many and important changes may be made in the details of construction within the spirit of the invention described herein, and the invention is therefore to be broadly construed and not to be limited except by th claims appended hereto.

. What I claim is:

1. A ship hull structure comprising a series of transverse web frames, a series of longitudinal members secured thereto to constitute a hull frame, plating on the outside of said hull frame,

the longitudinal members being curved, the lower members being curved concavely and the upper members being curved convexly, said curved longitudinal members appearing curved from any angle and being incapable of lying in a plane.

2. A ship hull structure comprising a series of transverse web frames, a series of longitudinal members secured thereto to constitute a hull frame, plating on the outside of said hull frame, the web frames at the principal body portion of said hull having a curvature at the region of the water line, said curvature being the arc of a master circle, the longitudinal members being curved, the lower members being curved concavely and the upper members being curved convexly, said curved longitudinal members appearing curved from any angle and being incapable of lying in a plane.

3. A ship hull structure comprising a series of transverse web frames, a series of longitudinal members secured thereto to constitute a hull frame, plating on the outside of said hull frame,

the longitudinal members being curved, the members above the midship portion being convex and those below the midship portion being concave, said longitudinal members being so positioned that the planes thereof do not pass through the center-line of said hull, said curved longitudinal members appearing curved from any angle and beingincapable of lying in a plane.

4. A ship hull structure comprising a series of transverse web frames, a series of longitudinal members secured thereto to constitute a hull frame, plating on the outside of said hull frame, the longitudinal members being curved, the members above the midship portion being convex and those below the midship portion being concave, said longitudinal members extending to substantially the fore and aft portions of said hull, said longitudinal members being so positioned that the planes thereof do not pass through the center-line of said hull, said curved longitudinal members appearing curved from any angle and being incapable of lying in a plane.

5. A ship hull structure comprising a series of transverse web frames, a series of longitudinal members secured thereto to constitute a hull frame, plating on the outside of said hull frame, the longitudinal members being curved and converging from their midship portions to the fore and aft ends, said longitudinal members being so positioned that the planes thereof do not pass through the center-line of said hull, said curved longitudinal members appearing curved from any angle and being incapable of lying in a plane.

6. A ship hull structure comprising a series of transverse web frames, 2. series of longitudinal members secured thereto to constitute .a hull frame, plating on the outside of said hull frame, the longitudinal members being curved, a deck stringer, andsecondary curved longitudinal members secured to said web frames and extending towards the end of said hull from said stringer.

7. A ship hull structure comprising a series 01' transverse web frames, a series of longitudinal frame, plating on the outside of said hull frame,

the web frames at the principal body portion of said hull having a curvature at the region of the water line, said curvature being the arc of a master circle, the longitudinal members being curved, the lower members being curved concavely and the upper members being curved convexly, and curved side plates, the edges thereof being at the approximate center lines of said longitudinals and webs, said curved longitudinal members appearing curved from any angle and being incapable of lying in a plane.

9. A ship hull structure comprising a series of transverse web frames, a series of longitudinal members secured thereto .to constitute a hull frame, plating on the outside of said hull frame, the web frames at the principal body portion of said hull having a curvature at the region of the water line, said curvature being the arc of a master circle, the longitudinal members being curved, the lower members being curved concavely and the upper members being curved convexly, and curved side plates, the edges. thereof being at the approximate center lines of said longitudinals and webs and being welded thereto, said curved longitudinal members appearing ciuved from any angle and being incapable of lying in a plane.

10. A ship hull structure comprising a series 01' transverse web frames, a series of longitudinal members secured thereto to constitute a hull frame, plating on the outside of said hull frame, the web frames at the principal body portion of said hull having a curvature at the region of i the water line, said curvature being the arc of a master circle, the longitudinal members being curved, the lower members being curved concavely and the upper members being curved convexly, and curved side plates, the edges thereof being at the approximate center lines of said longitudinals and webs, said plates overlapping at least one of said longitudinals and webs, said curved longitudinal members appearing curved from any angle and being incapable of lying in a plane.

LEONARD R. BESTER. 

